ࡱ> q` ˔bjbjqPqP 4Q::<<<<T&4Z9XrL%%%`9b9b9b9b9b9b9$<hC?9_m%__9<< 9(}}}_6<8`9}_`9}} t  @aQ<Z,429<9X?0 ?x?( 'r}9\%\w99^'''9____$MbD%JD%b> <<<<<<9 -      SOUTH WESTERN RAILWAY BANGALORE DIVISION Station Working Rules: Date of Issue: 1310-1011-08 No. B.34 /KIAT. Date on which brought into force: KYATSANDRA NOTE:- 1. These Rules supersede the Station Working Rules B.34 dated: 31-07-2004. The Station Working Rules must be read in conjunction with General and Subsidiary Rules and Block Working Manual. These rules do not in any way supersede any rule in the above-mentioned books. 1. STATION WORKING RULE DIAGRAM:- The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features, track circuited portions, names of the adjacent stations, and other details pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of individual lines, distances of adjacent stations etc. are reproduced from the enclosed layout diagram. Rule Diagram No.(SBC/SG/CN: 8 /2008 / 1.Signalling Plan No(IPU 1256-A/Alt-1P. Way Plan No(CN/BNC/TR/59-2000/45Layout diagram No(Sketch No. TR/CN/BNC/25-2008Dy.CE/CE/CN/BNC/SK/2-2008 DESCRIPTION OF THE STATION:- GENERAL( LOCATION) KYATSANDRA is situated in the Bangalore City Arsikere junction Broad Gauge line at a distance of 64.05 Km from Bangalore City Junction. This is a B Class station with Double line working towards HIREHALLI and TUMKUR. This station is provided with Two running lines, with Low-level platform on Road-1 and Rail-Level Platform for Road-2. The code initials of this station is KIAT. The Station House is situated on the Platform of Road1. BLOCK STATIONS ON EITHER SIDE AND THEIR DISTANCES:- HIREHALLI at a distance of 06.07 Km on the Bangalore City side and TUMKUR at a distance of 05.36 Km on Arsikere Jn. side are the adjacent block stations. There is no D class Station or halt station on either side of the block sections. SL.No.ADJACENT BLOCK STATIONCODEINTER DISTANCE.DIRECTION1.HIREHALLIHHL06.07 KmsDown SBC Jn. end2.TUMKURTK05.36 KmsUp, ASK Jn. end BLOCK SECTION LIMITS ON EITHER SIDE OF THE STATION ON DIFFERENT DIRECTIONS: - KYATSANDRA HIREHALLI Block Section commences at the Down Advanced Starter signal No. 4 on Down line and HIREHALLI - KYATSANDRA Block section ends at the BSLB, which is 180 metres in advance of Up Home signal No. 1 of Up line. The KYATSANDRA TUMKUR Block Section commences at the Up Advanced Starter signal No. 2 / 1 D and TUMKUR KYATSANDRA Block Section ends at the BSLB, which is 180 metres in advance of Down Home signal No. 3 of Down line. The Station Limits extend from the Up Distant Signal to the Down Gate cum Distant Signal. Between stationsPoint from which the block section commencesPoint at which the block section ends.KYATSANDRA HIREHALLIDown Advanced Starter signal No. 4 at HHL end on Down line. BSLB at HHL end of Up line.KYATSANDRA TUMKURUp Advanced Starter signal No. 2 / 1 D at TK end on Up line.BSLB at TK end of Down line. GRADIENTS: - Sl. No.Dire-ction LineFromToInter distance(m)GradientsectionUpRd-1 / Up LineC/L258.1450m258.14501 in 380 370 falling towards TK Station section / Block section.Station section.UpUp Line450m258.1m560.1600m302150LEVEL1 in 430 falling towards TK. Station section / Block section.UpUp Line600m560.1mupto station Limit-1 in 100 210 falling towards TK. Block section.DownRd-1 C/L355.9500m355.95001 in 380 370 rising towards HHL Station section / Block sectionDownUp line500m355.9m543.9534m18834LEVELBlock sectionDownUp line534m543.9mupto station Limit-1 in 100 110 falling towards HHL.Block sectionUpRd-2 / Down LineC/L816.1225m816.12251 in 350 321 falling towards TK. Station section / Block section.UpDown Line225m450m2251 in 492 falling towards TK. Block section.UpUpDown LineDown Line450m816.1m600mupto station Limit150-LEVEL1 in 200 falling towards TK. Block section.Block section.UpDown Line600mstation Limit-1 in 210 falling towards HHL.Block section.DownRd-2 / Down LineC/L495.9300m495.93001 in 350 321 rising towards HHLStation section / Block sectionDownDown line300m495.9m545.9500m452001 in 421 rising towards HHLLEVELBlock sectionDownDown line500m545.9m995.9534m10034LEVEL1 in 350 falling towards HHLBlock sectionDownDown line534m995.9mupto station Limit-1 in 110 falling towards HHL.LEVELBlock sectionNote: - Due to steep gradient in the station section, any crippled train waiting for relief in the station section due to failure of engine/rolling stock shall be secured with all available hand brakes, skids, and safety chains as per GR & SR 5.19 and 5.23 until another live engine is attached or failure is rectified and it is safe to release the secured vehicles/crippled train. LAYOUT: This station is provided with Two running lines with Low Level Platform for Road-1 and Rail Level Platform for Road-2. Road-1 is the Up main line & Road-2 is the Down main line. The office of the Station Master is situated on the Platform of Road-1. The code initials of this Station is KIAT. Trolley path is provided at SBC end to connect PFs. RUNNING LINES, DIRECTION OF MOVEMENT AND HOLDING CAPACITY. Running Lines.Direction of Movement.Holding CapacityLength (CSR)Type of PFLength of PFRoad 1Reception and Despatch of Up trains58 BOXN+3E+1BV+6%715 mLL361 mRoad 2Reception and Despatch of Down trains58 BOXN+3E+1BV+6%715 mRL320 m NON RUNNING LINES:- NIL ANY SPECIAL FEATURES IN THE LAYOUT:- NIL LEVEL CROSSINGS: - Sl. No.LC No Class DeptLocationTypeNormal PositionWhether Inter-lockedCommunication1No. 35 C class Engg.62/400-500 KIAT- HHLLBClosed for Road traffic.NOProvided2No. 36 C class Tffc.KIAT - Yard 63/700-800SGOpen to Road Traffic.YESProvided3No. 37 Spl class Tffc.KIAT- Yard 64/200-300LBOpen to Road Traffic.YESProvided4No. 38 B1 class Engg.KIAT- TK 65/300-400LBOpen to Road Traffic.YESProvided5No. 39 B2 class Engg.KIAT- TK 66/200-300LBOpen to Road Traffic.YESProvided NOTE: - 1) Refer appendix A for detailed gate working instructions. Station staff shall promptly attend to the telephone call from the LC gate without fail as any call could also be for reporting any emergency. SYSTEM AND MEANS OF WORKING: SYSTEM OF WORKING: The Absolute Block System is in force on KIAT-HHL & KIAT-TK block sections. MEANS OF WORKING: -Double line Modified SGE lock and Block Instruments for KIAT-HHL & KIAT-TK block sections are provided in SMs office. Only the Station Master on duty shall operate the Block instruments / Block Telephone / SPT / Panel for train movements and the instruments shall be kept locked after each operation and the keys being kept in his personal custody. The SM shall operate block instrument in the manner laid down in BWM, he shall maintain train signal register (TSR) as per GR / SR14.07 and make entries instantly and sign against each such entry. The off aspect of the Advanced Starter signal constitutes the authority to proceed for the Loco Pilot of the departing train to enter the Block Section ahead. Up and Down Advanced Starter signals are the Last Stop Signals and they are inter locked with respective Block Instruments. The Advanced Starter signal can be taken `OFF only when the line clear has been obtained through the block instrument pertaining to the Block Section in advance. CUSTODY OF KEYS The following keys shall normally be kept in the personal/safe custody of the station Master on duty. SM's key of block instruments. SMs keys of double key lock on the block instruments. Padlock keys of safety chains. SMs key of the double key lock pertaining to relay room. Control panel key. Keys pertaining to telephones connected to SPT. The above keys except item No. a, e and h shall normally be kept in the glass fronted key case provided in the Station House. The glass fronted case must always be kept closed locked and the key of the case along with keys referred vide item (a) (e) and (h) shall be kept in the personal custody of the duty Station Master. SYSTEM OF SIGNALLING AND INTERLOCKING This station is provided with Panel Interlocking set to standard- II (R) III Multiple Aspect Colour Light Signalling arrangements with Distant, Home, and Advanced Starter signals in each direction. The entire yard is track circuited. SPTs are provided below Up & Down Home signals, (See Appendix `B for details). CUSTODY OF RELAY ROOM KEY AND PROCEDURE FOR ITS HANDING OVER AND TAKING OVER BETWEEN STATION MASTER AND S& T MAINTENANCE STAFF: - The Relay Room is provided with a double key lock. One key is to be retained by the Station Master on duty and the other key by the TECH.ES/JE/SE/Sig. Whenever it is required to open the relay room, the TECH.ES/JE/SE/Sig shall requisite the key from SM on duty, duly filling in the relevant columns of the Relay Room key register maintained at the Station. The SM on duty shall hand over the key to the TECH.ES/JE/SE/Sig. As soon as the work in the Relay Room is completed, the Room shall be locked with double lock which shall be ensured by Duty Station Master. The key shall be returned to the SM on duty, duly completing the entries in the relay room key register. The Relay Room key register shall contain the following columns:- 1) Time and Date of key requisition. 2) Purpose for which the key is required i.e. attending to failure, routine maintenance etc. 3) Whether the work in the relay room will affect the normal working of signals, block instruments etc., 4) Signature, name and designation of the TECH.ES/JE/SE/Sig requesting the key. 5) Signature of the SM on duty with time. 6) Time and Date of Returning the key to the SM on duty after locking the room properly with both the keys. 7) Remarks regarding normal working of the, signals, block instruments etc., 8) Signature, Name and Designation of the TECH.ES/JE/SE/Sig returning the key. 9) Signature of the SM on duty receiving the key with time after duly ensuring that the room is locked properly with both the keys. 10) Remarks. If an endorsement is made in the Relay Room Key Register by TECH.ES/JE/SE/Sig that the work will affect normal working of signals/block working etc., the Station Master shall obtain Form. No. S & T (T/351). from TECH.ES/JE/SE/Sig and the relevant provisions of GR/SR 3.68 to 3.70 are to be followed for train/shunt movements. When no such endorsement is made, he shall sign in Form S&T/MR and follow the normal procedure for dealing trains. NOTE:- The SM on duty shall not hand over the key to TECH.ES/JE/SE (Sigg) immediately after an accident involving signals/interlocking etc., at the station until after fully satisfying that the necessary readings have been recorded by the competent official(s). POWER SUPPLY The normal source of power supply is from Karnataka Power Transmission Corporation Limited. In addition, two diesel generators are also made available as an alternate source. The generators must be started for the train service during failure of normal source of power supply from KPTCL or for testing purpose. There are two generators in this station; the generators should be operated alternatively during alternate power supply failure. A register with all details has to be maintained for this purpose. Whenever the Karnataka Power Transmission Corporation Limited power supply fails, a red light indication appears near the P.ACK button, and buzzer sounds. SM shall press the P.ACK button to stop the buzzer, however the red light indication remains. Once power supply is resumed (KPTCL OR Generator) once again the buzzer will sound. To stop the buzzer, the SM shall press the P.ACK. This will stop the buzzer and red light indication also disappears. After the generator is started, SM must changeover the switch provided in the SM room from MAIN to STANDBY only after ensuring the steady voltage by observing the voltmeter provided in the generator room to avoid blowing of fuses in the electrical equipments. Whenever power supply from KPTCL and generator fails and no light is available in the signal or when the signals are bobbing or flickering the signal should be treated as failed. If the KPTCL supply does not resume within 6 hours, the TECH.ES/JE/SE/Sig of the section must be advised on control phone immediately followed by a message to Sr.DSTE and Sr.DEE/Bangalore. Whenever any signal becomes blank, a buzzer rings in the station. To stop the buzzer the SM on duty shall acknowledge by pressing the Signal No-aspect Button. Normal indication of the blank signal in the panel will be flashing till the fused Bulb is replaced. Immediately the SM on duty shall advise the TECH.ES/JE/SE/Sig for the replacement of the Bulb. When power supply from all the source fails and no light is available on the signal or when the signals are bobbing or flickering, the signal should be treated as failed and the SM on duty shall take the following precautions: Depute a competent Railway Servant with hand signal and detonators to show signals at the foot of the Signal. Trains should be dealt in accordance with the provisions of GRs 3.68 and 3.7O and SRs there under. Advise the TECH/ES/JE/SE/Sig of the section. In the case of reception signals, the SM shall not grant line clear for a train unless action has been taken as above and also advised the SM in rear to issue a caution order to the Loco Pilot. {SR .8.O3(ii) and (iii)}. . The details of main power failure, reason for the same etc., shall be recorded in the separate register provided in the Station House. TELECOMMUNICATION: Magneto telephone communication is provided in addition to Block Telephone, Railway auto Phone, BSNL phone, Control telephone and VHF, as detailed in Appendix B.. SYSTEM OF TRAIN WORKING: DUTIES OF TRAIN WORKING STAFF: - Duties of train working Staff are detailed in Appendix- D. TRAIN WORKING STAFF IN EACH SHIFT: - Sl.NoTraffic StaffNo. of Staff in Each shiftRoster1Station MasteroneAs per roster issued by the Divisional Personnel Officer/Bangalore Division2Pointsman /TRHone3Gatemenone for LC No. 37 RESPONSIBILITY OF ASCERTAINING CLEARANCE OF THE LINES AND ZONES OF RESPONSIBILITY: - The Station Master on duty is responsible to ensure that the line/route is clear and free from obstruction up to the adequate distance before clearing the reception and/or despatch signals by observing the indications on the Control Panel. During failure, he shall personally ensure this by physical observation of the required length of the track. ASSURANCE OF STAFF IN THE ASSURANCE REGISTER: - Every train passing staff posted newly at the station or leave reserve staff at the station or regular staff who has resumed his duties after more than 15 days of consecutive absence must go through Station Working Rules in force and give assurance in the prescribed Assurance Register {SR 5.06 (i)}. CONDITIONS FOR GRANTING LINE CLEAR (GR 8.03): The line shall not be considered clear and line clear shall not be granted by the SM on duty unless :- The whole of the last preceding train has arrived complete and berthed with in the starter signals/ stop boards/berthing track. All the relevant signals have been put back to "ON" behind the said train and ensure that the signal lights are burning bright. In the case of blank signals or when the signals are bobbing or flickering, the SM shall depute the competent Railway servant with hand signals and detonators to the concerned home signal and advise the SM in rear to issue Caution Order as per SR 3.68(i)(c)to the Loco Pilot of approaching train to be vigilant and stop at the Home signal. the line is clear of trains: - Up to the BSLB in advance of Up Home signal No. 1 in the case of Up train from HHL. Up to the BSLB in advance of Down Home signal No. 3 in the case of Down train from TK. In case of a Down train from TK the engineering gateman on duty of LC No. 39 at Km 66/200-300 and LC No. 38 at Km 65/300-400 are advised as detailed in Appendix-A . In case of an Up train from HHL, PN is exchanged with the on duty gateman of engineering LC No. 35 at Km 62/400-500 as detailed in Appendix-A. ANY SPECIAL CONDITIONS TO BE OBSERVED WHILE RECEIVING OR DESPATCHING A TRAIN: - Setting of points against blocked line: -N/A. Reception of train on blocked line: - Whenever trains are being received on an obstructed road/blocked line the following procedures are to be complied with: - If possible intimate the Loco Pilot through the SM of the rear station. Ensure that the line is clear and free from obstruction up to the point of obstruction on the intended reception line . Ensure that no conflicting movement is permitted. Ensure closure of LCs on the route. Ensure that a stop hand signal is exhibited at a distance of not less than 45 mts. from the point of obstruction. When the train has to be received on Signal Post Telephone the SM shall ensure that the conditions indicated above (i.e. a to e) are fulfilled and give a message to the Loco Pilot through SPT. The Loco Pilot shall record the message in his rough journal and pass the signal at ON. The SM shall record the message in the Train signal register below the entry for that train. ABSTRACT MESSAGE Date: Time: To the Loco Pilot of Train NoDescriptionUp/Down You are authorised to pass the up/down home signal Noat 'ON' position cautiously at a speed not exceeding 10 Kmph. and come to Road No. (in figures and words) which is obstructed. You shall bring your train to a halt, well short of obstruction and await for hand signal for further movement. My private number is (in figure) .(in words) Note: During the failure of SPT, the train shall be piloted by issuing Form T/509. Reception of train on non-signalled line: - N /A. Despatch of train from non-signalled line: - N /A. Despatch of train from line provided with common Starter Signal: - N/A. Any other special conditions should be mentioned giving reference to the GR & SR: - For a stopping train, approach signals shall not be taken off earlier than 5 minutes before the probable arrival of the train. For a stopping train, despatch signals shall not be taken off earlier than 3 minutes before the probable departure of the train and despatch signal should be cleared only when the train is ready in all respects. For a run through train despatch and approach signals shall not be taken OFF earlier than 7 minutes, before the probable passage of the train. CONDITIONS FOR TAKING OFF APPROACH SIGNALS:- The Station Master on duty before taking `OFF the reception signal shall ensure that : - the line on which the train is to be received is clear and free from obstruction up to the adequate distance as detailed below. ADEQUATE DISTANCE:- I. The adequate distance required for clearing the Home signal is reckoned as follows:-  AUTONUM \* Arabic Up Train on Road-1(a)As 120m from Up Advanced Starter signal No.2 / 1 D.  AUTONUM \* Arabic Down Train on Road-2 As 120m from Down Advanced Starter signal No.4.  Before the reception of an Up / Down train on Road-1 / 2 respectively, SM should ensure that the traffic LC No. 36 at Km 63/700-800, & traffic LC No. 37 at Km 64/200-300 are closed with concerned CL indication on the panel as detailed in Appendix A. NOTE:- 2. Approval of CRS/SBC vide G.R.3.07 (7) is available for treating: - Signal No. 2 / 3 D as Down Gate stop Signal of LC No. 38 at Km. 65/300-400 cum Down Distant signal of KIAT Signal No. 2 / 1 D as Up Advanced Starter signal of KIAT cum Up Gate Distant Signal of LC No. 38 at Km. 65/300-400. Signal No. 1 / 1 D as Up Gate signal of LC No. 38 at Km. 65/300-400 cum Up Gate Distant Signal of LC No. 39 at Km. 66/200-300. Signal No. 2 / 2 D as Down Distant signal of LC No. 38 at Km. 65/300-400 cum Down Gate Signal of LC 39 at Km. 66/200-300. NOTE:- Observing all the rules or on a proper Authority, if a combined signal is passed at ON during failure, Loco Pilot shall proceed cautiously till the aspect of the next signal immediately in advance is visible and thereafter guided by the aspect of that signal. RESPONSIBILITY OF STATION MASTER FOR RESTORATION OF SIGNALS: - Station Master on duty should ensure that signal is put back to ON after the passage of every train as per GR 3.36.2 (b) SIMULTANEOUS RECEPTION/DESPATCH, CROSSING AND PRECEDENCE OF TRAINS:- Sl.No.MovementConditionpossible Simultaneous Movements1.While dealing an Up train on Road-1-A Down train can be dealt on Road-2. COMPLETE ARRIVAL OF TRAINS:- Station Master shall ensure the complete arrival of run through train by observing tail board/tail lamp during day/night. If he observes that the train has passed the station without Tail Board or Tail lamp as the case may be, he should not close the block section till such time complete arrival has been ensured. Trains running in the opposite direction shall also be stopped and issued with caution order, advising the Loco Pilot and guard of the train to proceed cautiously and stop short of any obstruction. (Ref: - GR 4.16 & 4.17 and SRs there under). In case of stopping trains, if the train is berthed in such a way that the SM cannot see the Tail Board/Tail lamp, the Guard of the train is responsible for indicating the complete arrival of the train to the SM on duty by waving his arm four times over head from side to side during day and by waving a white light in similar manner during night. The SM on duty shall acknowledge this in the same manner {SR 14.10 (ii)}. Due to any reason, if complete arrival is not ensured as mentioned above, the complete arrival of the train shall be ensured as follows: - On arrival of the train the incoming guard of the train after satisfying himself that the train has arrived within the starter shall call the SM on duty on Walkie talkie. The Guard and the SM shall satisfy on the proper identity of each other by Calling out name. the train No. & the station name. The guard shall, there after, give private number to the SM on duty In support of ensuring complete arrival of the train. The SM will receive the PN, and in turn issue a PN to the guard that the relevant block section is going to be cleared. The guard shall record the PN received from the concerned SM in his rough journal. The Station Master In charge of the block working shall record this private number and the name of the guard in the remarks column of his Train Signal Register against the entry of the train and shall not give. "Train out of block section signal" to the Station Master in rear until he receives the private number from the guard. Refer SR.14.10 (iv) (c ) for details. If the SM is unable to see the Tail Board/Tail Lamp and unable to exchange train complete arrival signal with the guard of the stopping train, he shall send the train intact arrival register (T/1410) through a competent Railway Servant to the guard of the stopping train and get his signature to ensure the complete arrival of train and the train is berthed within the starter/fouling marks. If there is no guard the SM on duty shall personally ensure the complete arrival of the train and then only clear the block section {(SR 14.10 (iv) (a) & (b)}. DESPATCH OF TRAINS :- When everything is ready to start the train SM on duty shall call the attention of the Station Master/HHL or TK as the case may be and advise the particulars of train No, description etc,. On receipt of the acknowledgement confirmed by a private Number from SM/HHL or TK as the case may be, on duty SM shall obtain line clear through concerned block instrument and ensure that: - Sl.NoIn the case of Despatch of LCs InvolvedRemarks1an Up train to TK1Interlocked traffic LC No. 36 at Km 63/700-800.To be closed & CL indication shall be available on the panel as detailed in Appendix-A2Interlocked traffic LC No. 37 at Km 64/200-3003Interlocked Engineering LC No. 38 at Km 65/300-400Gate man shall be advised as detailed in Appendix-A4Interlocked Engineering LC No. 39 at Km 66/200-3002a Down train to HHL1Interlocked traffic LC No. 36 at Km 63/700-800.To be closed & CL indication shall be available on the panel as detailed in Appendix-A2Interlocked traffic LC No. 37 at Km 64/200-3003Non-Interlocked Engineering LC No. 35 at Km 62/400-500PN should be exchanged with the gate man on duty as detailed in Appendix-A SM shall also ensure that the despatch route is clear and free from obstruction and clear the signals by operating concerned signal knobs issuing Caution Order if any to the Guard, Loco Pilot and Assistant Loco pilot of the said train. After ensuring the correct signals are taken off, he should authorise the train to depart. The OFF aspect of concerned Advanced Starter Signal is the normal authority for Loco Pilot to enter the block section in advance, with his train. TRAINS RUNNING THROUGH:- The rules for reception and despatch of trains shall apply jointly to run through trains. Run through trains shall normally be dealt with on the main line (Up train on Road-1 & Down train on Road-2). ISMD LOADS: - Trains carrying ISMD loads shall normally be dealt on the main line. (Up train on Road-1 and Down train on Road-2). WORKING IN CASE OF FAILURES: - FAILURE OF TRACK-CIRCUITS, POINTS/SIGNALS During failure of track circuiting arrangements, or signals from the control panel, the duty Station Master, shall personally ensure that the line on which the movement is to be carried out is clear and free from obstruction, and that all efforts taken in accordance with the provision contained in GR/SR 3.68 to 3.70. During the failure of Home Signal trains can be dealt on SPT, during the failure of SPT, trains should be dealt on Form T/369 (-3b). FAILURE OF HOME SIGNAL During the failure of Home signal, the train should be received using SPT. If the signal post telephone also fails, the SM on duty shall arrange to receive the train on Form T/369 (-3b). Whenever the trains are received on SPT or on Form T/369 (-3b), the SM shall ensure that the track is clear, on which the train will be passing and depute a points man/TRH to receive the train with Form T/369 (-3b) to be delivered at the foot of the Home signal and authorise the Loco Pilot to pass the Home signal at "ON". Whenever the trains are being received on SPT or on Written authority on Form T/369 (-3b) due to failure of home signal, the home signal knob shall be turned to `R' position to avoid block failure. FAILURE OF ADVANCED STARTER SIGNAL (LSS) : During failure of this signal the line clear shall be obtained on the block instrument & trains shall be despatched duly issuing the Form T/369 (3b) with an endorsement and PN received from the station in advance. FAILURE OF BLOCK INSTRUMENT: - During Block Instrument failure / suspension, the train shall be started duly issuing LCT. Note: - All cases of such failures must be reported immediately to the TECH.ES/JE/SE/Sig of the section for immediate rectification duly issuing a message. PROVISIONS FOR WORKING OF TROLLEY/MOTOR TROLLEYS/MATERIAL LORRIES: -. Un-insulated trolley/lorry etc. should not be permitted on the track circuited lines. Whenever a insulated trolley/lorry etc, is allowed to work the Station Master on duty shall ensure that the track is clear of such vehicles before clearing the signals for a train as the trolley/lorry/motor trolley may fail to actuate the track circuit. The official-in-charge of Trolley/Lorry etc. shall advise the Station Master on duty in writing before placing the vehicle on line and immediately after clearing it from the line Block working shall be suspended and LCT shall be issued as an authority to work in the Block Section. Block instrument working can be resumed by SM at either end of the Block Section after the trolley/lorry/motor trolley clears the section. Instructions contained in Rule 11.3 of BWM-2006 of SWR shall be adhered to Signals except Advanced Starter signal shall be cleared for movement of trolley/lorry/motor trolley when worked as train. NOTE:- (1) Insulated trolley/lorry/motor trolley do not actuate the track circuit. If the signal is cleared for reception/despatch, the route for the same should not be altered until the movement is completed. (2) Trolley/lorry caps should be used without fail, whenever the trolley/lorry are allowed to enter the Block Section. (3) Before permitting a trolley/lorry the SM on duty shall obtain a certificate on the trolley/lorry notice itself from the official-in-charge to the effect that the trolley/lorry is insulated. BLOCKING OF LINES:- N/A Safety Caps: - With view to ensure safety in working Safety Caps are provided under the custody of duty Station Master, which shall be fixed on signal knobs, when the line/Route governed by them is occupied or otherwise obstructed. [(Refer S.R. 5.19 (iii) (a) (b) and (c) for different type of safety caps and their use)]. SHUNTING:- N/A NOTE: - The trains should not be drawn up to the last stop signal & held in steep gradient (steeper than 1 in 400) in order to clear the reception line for giving permission to approach to the following train. No shunting beyond outermost points on the steep gradient side should be allowed unless a locomotive is attached at the lower end of the load from the point of view of gradient. Shunting on single line: - N / A. Shunting on Double line: - N / A. PROCEDURE FOR SHUNTING DURING FAILURE OF SHUNT KEY: - N / A.. SHUNTING DURING SUSPENSION OF BLOCK INSTRUMENT: - N / A. Shunting in the siding: - N/A. ABNORMAL CONDITIONS: - THE RULES TO BE OBSERVED IN THE EVENT OF ABNORMAL CONDITIONS: - During failure of electrical communication instrument: - Normally the concerned Block Instrument and Telephone attached to block instrument should be used to run trains on absolute block system. During failure, Block working should be done in the following order of preference: - Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. NOTE: - When 4th to 7th type communication is used Identification sheets should be used, if not speed restriction comes into force. when line clear has been obtained for a train through 4th to 7th type communication duly using Identification Numbers, issue of caution order shall be dispensed with. Endorsement to the effect that line clear has been obtained using Identification Numbers shall be made on the LCT in the manner prescribed in S. R. 4. 09 (i) (11). If Identification Number sheets are not used Caution Orders shall be issued on Double line sections restricting the speed to 25 Kmph during day and 10 KMPH during night and when the view ahead is not clear during day. The authority to proceed in the occupied block section in case of obstruction of line or accident etc: -. Break Down Special/Relief train/Engine shall be sent into the Block section on account of obstruction of line or accident etc, by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact the control and the SM on duty at the other end. Trains delayed in block section: - If a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing normal running time from the station in rear, The Station Master at the station in advance shall Immediately advise the station in rear and the Control of this fact. The Station Masters at either end of the block section shall also send one of the traffic staff out on the block section to fetch information about the whereabouts and condition of the delayed train and nature of assistance, if any required and trains running in the opposite direction should be stopped and issued with Caution Order. Failure of Intermediate Block Stop Signal at ON: - N/A. Failure of Axle Counter Block/BPAC: - N/A. Failure of MTRC: - N/A. Certification of clearance of track before calling-on signal operation is initiated: - N/A Reporting failure of points, Track circuit/Axle counter and interlocking: - Any S&T failure should be reported immediately by SM on duty to the concerned signalling Maintenance Staff (TECH.ES/JE/SE/Sig) responsible for attending to the failure and only after receipt of the written memo from the signalling Maintenance Staff (TECH.ES/JE/SE/Sig) on rectification of the fault, SM on duty shall restore the normal working. The entries in failure register are to be done with a message to the Section Controller. TOTAL INTERRUPTION OF COMMUNICATION: - 9.1.1 In the event of Total interruption of communication occurring between KIAT-HHL or KIAT-TK stations i.e. when line clear cannot be obtained by any one of the following means stated in order of preference namely. Block Instrument. Telephone attached to block instrument. Station to Station fixed telephone. Railway Auto phones. BSNL phones. Control Telephone. VHF sets. The following procedure shall be adopted for running the trains. SINGLE LINE BLOCK SECTION: - N / A DOUBLE LINE BLOCK SECTION SR 6.02 (iii). The Station Master on duty shall clearly advise the Loco Pilot and guard of the train the fact that the communications have failed. The train has to work with an authority on Form T/C 602. Trains may be allowed to enter the block sections one after the other but with a clear interval of not less than 30 minutes between the two successive trains. Fixed signals except the advanced starter may be taken off for despatch of trains. The home signal shall be taken off only after the train has been brought to a stop outside home signal. The Station Master on duty shall recover the Form T/C 602 from the Loco Pilot of incoming trains and keep them safe for handing over it to the Traffic Inspector. Trains will continue to work in this manner till any one of the means of communication is restored to normal working by the competent authority. The Station Masters on duty at both the end of the block section shall exchange messages on Form T/I 602 with private numbers to satisfy themselves that all the trains, engines etc., dispatched into the concerned section from both end have cleared the section at any one end completely before granting/obtaining line clear for trains through the restored means of communication. Detailed instructions contained in SR. 6.O2 (iii) shall be strictly adhered to for working trains during total interruption of communications. In all the cases of working trains during total interruption of communications, a detailed record of timings of all trains, Engines etc., shall promptly be made in the train Signal Register at the Stations concerned. When the communication for train working is restored, Section Control if working shall be consulted before arranging further movements. Control shall also be provided with the timings of trains dealt with during the failures. TEMPORARY SINGLE LINE WORKING ON DOUBLE LINE SECTION: - Whenever an accident to a train or track or other obstruction precludes the use of one of the lines on a double line section, the traffic may temporarily be worked over single line by obtaining Line Clear on Electrical speaking Instruments. When it is desired to introduce temporary single line working on double line, on electric speaking instruments, the Station Master at one end of the affected section shall on receipt of reliable information in writing that one line is clear, take steps to introduce temporary single line working, on that line in consultation with the Section Controller and the Station Master of the station at the other end of the section. If there is reason to suspect that the line over which temporary single line working is to be introduced, is also fouled or damaged, temporary single line working must not be introduced until a responsible engineering official of the rank not less than that of a JE/P.Way has inspected that section and certified that the line is safe for passage of trains. Single line working shall be introduced only when it is safe to do so. All trains will be worked in accordance with the rules for the use of electric speaking instruments on single line and Line Clear shall be obtained on the Telephone attached to block instrument, Station to Station fixed telephone, Railway Auto phones, BSNL phones, Control Telephone, VHF sets. At all stations on the portion of the section on which single line working has been introduced, the commutators of the Block Instruments pertaining to both obstructed and unobstructed lines shall be kept in Train on Line position through out the period single line working is in force. The commutators shall be locked also in that position with SMs key, wherever possible. In cases where it is not possible to keep the commutators in Train on line position, the Block instruments shall be put out of the use and Caution Indicators hung on the handle of the Block Instruments. At those stations, where the train is running on the wrong line all fixed signals shall be kept in the On position. After ascertaining that one of the lines is clear for the passage of traffic, the Station Master proposing single line working shall issue a message containing the following information under exchange of private numbers, to the Station Master at the other end of the affected section. cause of introduction of single line working; the line in which the single line working is proposed, source of information that the said line is clear, place of obstructions, restriction of speed, if any, on the line, assurance that if the train is running on the right line, the last stop signal shall be kept in the On position. and the number and the timings of the last train which arrived or left the block station issuing the message. On receipt of acknowledgement from the Station Master, confirmed by a Private Number, single line working may be introduced. Line Clear will be obtained on telephone attached to Block Instruments or Control Telephone or VHF and trains run on the authority of form T/D 602 in accordance with the instructions contained in the GR/SR and Block Working Manual. The Loco Pilot of each train shall be handed over an Authority (T/D 602) for Temporary Single Line Working on Double Line Section duly completing all the entries. An endorsement will also be made in the Caution Order given to the Loco Pilot of the first train to inform all Gatemen and Gangmen on the way about the introduction of temporary single line working and specifying the road on which the train will run. This information shall be conveyed through the Loco Pilot of a subsequent train also, if necessary. The speed of the first train passing over the temporary single line, will be restricted to 25 kilometres per hour. Subsequent trains may run at their booked speed, subject to observance of other speed restrictions imposed by Way and Work Staff. Note: The Loco Pilot shall switch ON the flasher light of the train engine while running on the wrong line. In case, it is noticed by the station staff or Gatemen or Gangmen that the flasher light is not switched ON, they shall stop the train immediately. In case of a train proceeding on the right line: - The Home signal, at the station in advance of the affected section, may be taken off. In case of a train proceeding on the wrong line: - The train shall be despatched out of station on T/511 issued by the Station Master. For the reception of a train approaching KIAT on wrong line, SM shall prepare written authority as per SR 5.10 (i) and the competent Railway servant shall proceed on the wrong line and take stand adjacent to Home signal of right line and shall stop the train on hand danger signal and thereafter receive it into the station. Resumption of normal working- On receipt of a written certificate from a responsible Engineering Official that the obstructed track is free and safe for passage of trains, the Station Master will issue a message to the other station or stations, as the case may be, under exchange of private numbers and decide, in consultation with Section Controller, the train after passage of which, normal working shall be introduced. When double line working is resumed the Block Instruments and all fixed signals shall be brought into use immediately. An entry shall also be made in the Train Signal Register of Stations concerned showing the time double line working was suspended, time single line working was introduced and the time normal working was resumed. The SM shall advise the Loco Pilot of the first train entering the section after resumption of double line working to inform all Gatemen and Gangmen on the way about the resumption of normal working. All the records in connection with the temporary single line working shall be retained at the station and the Transportation Inspector of the section shall scrutinise and submit his report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working. DESPATCH OF TRAINS UNDER AUTHORITY TO PROCEED WITHOUT LINE CLEAR TO ASSIST THE CRIPPLED TRAIN SR. 6.02 (i) Break Down Special/Relief train/Engine shall be sent into the Block section by issuing Block ticket to proceed without line clear in form T/A 602. Before preparing this authority the SM shall examine the TSR, Train message books, WTT, Train notice register and Caution order advices and also contact the control and the SM on duty at the other end. Clear instructions shall be issued to the Loco Pilot and Guard regarding the nature of obstruction and location of obstruction of engine/BV/First vehicle /last vehicle shall be mentioned as far as known and the station to which the crippled trains/engines could be moved to clear the block section. If more relief trains/Engines are to be despatched into the block section subsequently, clear instructions shall be given to the Loco Pilot and Guard of such trains /engines etc. about the trains / engines already allowed into the section and other relevant informations. Once obstruction is removed and Competent Railway servant certifies the line as fit and safe for the passage of trains, the duty SM shall exchange numbered message and private numbers with his counterpart at the other side to ensure that the block section is clear of all trains/vehicles sent into the section and then only restore normal working. All the entries relating to the trains dealt on form T/A 602 shall be made in red ink in TSR [Ref. SR. 6.02 (i) for detailed instructions. ] VISIBILITY TEST OBJECT: Any aspect of Road-1 Down Starter during day and night shall constitute the visibility test object for Up and Down directions at this station. ESSENTIAL EQUIPMENTS AT THE STATION:- The Station Master shall ensure that the prescribed number of the essential equipments listed in Appendix E are made available exclusively for train passing duties. Station Master on duty shall be responsible to keep the required number of the essential equipments neat and in good fettle to be used whenever required. FOG SIGNALMEN NOMINATED TO BE CALLED IN CASE OF FOG. i. In foggy or tempestuous weather or in dust storm when V.T.O can not be seen from the SMs office, the SM shall send trained men to act as fog signalmen. The names of two members each from the operating and permanent way Group `D' staff at the station with a declaration that they know the fog signalling duties shall be maintained and updated periodically in the station Detonator Register by the Station Master. ii. The names and addresses of Group D Permanent Way staff who are trained in fog signalling duties shall be painted on the board provided for this purpose near the office of the Station Master on duty. LIST OF APPENDICES:- Appendix A - Working Of Level Crossing Gates. Appendix B - System of Signalling and interlocking and communication arrangements at the station. Appendix C - Anti collision device(Raksha Kavach). Appendix D - Duties of train passing staff and staff in each shift. Appendix E - Essential Equipments provided at the Station. Appendix F - Rules for working D class stations, Halts, IBH, IBS and Outlying sidings. Appendix G - Rules for working of trains in electrified sections APPENDIX - `A' WORKING OF LEVEL CROSSING (Reference Para 2.6 of SWR) INTERLOCKED TRAFFIC LEVEL CROSSING No. 37 AT KM. 64/200-300 (Spl CLASS) Number of the Level Crossing Gate37 (Spl class)DepartmentTrafficControlling OfficialSM/KIATLocation at KM.64/200-300Controlling StationKIATIn between StationsKIAT-YardBG/MG/NGBGSingle line/Double lineDouble line Normal PositionKept open for road traffic.Interlocked/Non interlockedInterlockedMeans of interlockingElectro mechanicalProvision of Gate Signal at KMsNILSignalling arrangementsInterlocked with Up & Down Advanced Starter / Home signals.Means of communicationMagneto TelephoneWidth of the level crossing gate8mType of Road (NH/SH/Others)OthersName of Road -Metalled/Non metalledMetalled.Approach roadMetalled.Width of the road5.6 mtsAngle of Road crossing90o Road gradient (if any)(i) North/East side1 in 30(ii) South/West side1 in 30Road alignment (straight/curve)(i) North/East sideStraight(ii) South/West sideStraightProvision of height gaugesNot Provided. Type of barriersLifting barriers.Length of Check rails7.65 mts. Road surface in between L LB R.C.C Slab paving Length of Rumble strip/speed breakers20 mtrs. Road signsProvided.Speed breaker indication boardProvided.TVU with date58688 (Nov-2006)Census next due onNov-2009.Demarcation for placement of DetonatorsProvidedNo. of Gatemen working OneNearest Railway Medical AssistanceYESVANTPURNearest private medical Assistance availableKYATSANDRAList of equipment available Yes/No.Yes This interlocked Traffic level crossing situated between the Up & Down Advanced Starter signals, is under the control of the Station Master / KIAT. This level crossing is provided with lifting barriers. This level crossing is manned by two gate men round the clock, one gateman in each shift as per the duty roster is issued by DPO/SBC. Magneto telephone communication is provided between this level crossing and the KIAT station as detailed in Appendix "B. This level crossing gate shall normally be kept open for road traffic. The SM on Duty shall advise the Gateman whenever it is necessary to close and lock the gates against road traffic for the passage of the train. This level crossing is interlocked with Up & Down Advanced Starter / Home signals and controlled by knob G1 provided on the panel of SM/KIAT. The lifting barriers are operated from winch mechanism located near the level crossing. The barriers are normally in the "Raised" position for the passage of road traffic. When the winch is operated clockwise fully to "Gate closed" position, the barriers are lowered against road traffic on both sides of the track & the winch key is released. A single lever frame is provided near the winch. The single lever frame is provided with key `Y' normally locked 'IN'. The lever frame is controlled by the winch-key released from the winch. When the lever frame is unlocked by the winch-key and lever is reversed, key "Y" is released. Reversal of lever locks the booms in the lowered position. This Key Y is inserted and turned in the Electrical Key Instrument provided at the level crossing. It is controlled by Gate Knob G1 provided on the panel of SM/KIAT. It gets locked in the Electrical Key Instrument when the gate control knob G1 is in reverse position and can be extracted when the gate control knob is in normal position. Before permitting any train movement, the SM on duty shall call the gateman on phone and advise him the particulars of the Train movements such as; the train No., description, direction of movement and probable time of departure and ask him to close the level crossing turning the gate knob G1 to reverse position. The gateman shall acknowledge the advise by repeating the particulars of the train, lower the lifting barriers against the road traffic, extract the winch key, insert it in the single lever frame, unlock and reverse the single lever to lock the lifting barrier booms in the lowered position. reversal Reversal of this lever releases key Y. Gate man on duty should extract this key Y and insert the same in the Electrical Key Instrument provided at the gate lodge and turn it duly advising the SM on duty. A white light indication appears on the concerned legend CL marked near the LC legend on the panel. On observing the white light indication the SM shall take off the concerned signal. Immediately after the passage of Train movement the SM on duty shall put back the signal to ON position and normalize the gate knob G1 on the panel. The gate closed white light indication on SMs panel disappears and the free indication appears on the Electrical Key Instrument at the gate lodge. The gateman after ensuring the availability of the free indication shall extract the key Y from the Electrical Key Instrument and use it to normalise the single lever to unlock the booms. The reversal of lever releases winch key, insert it in the winch, unlock and operate the winch to raise the lifting barrier for the passage of road traffic. When the barriers are in normal (raised) position, the level crossing is open to road traffic. At night a white light is exhibited from the top of each gatepost towards the road traffic approaching it as an indication that the level crossing is open to road traffic. During daytime, when the barriers are lowered across the road, a red disc on the boom of the barrier and red targets suspended from it, warn the road traffic to stop. At night, the white lights on the top of the gateposts, simultaneously change to red when the barriers are lowered. While the boom comes down to block the road, a gong attached to each boom post is sounded as a warning to the road users that the level crossing is being closed. The gongs do not sound when the barriers are lifted. Notice boards facing the road traffic are erected at either end of the level crossing to warn road traffic to stop when the gongs are sounded. If any vehicle, cattle etc. is found trapped between the barriers in the lowered position, the barriers shall be lifted to allow them to escape and the winch key shall not be inserted in the single lever frame until the level crossing is clear of all obstructions. The level crossing shall not be closed against the road traffic earlier than 6 mts., before the arrival of the train or 10 mts., before the expected passage of a run through train. In case of a stopping train the gate shall be closed when the train is ready to leave. During the failure of interlocking or damage to the gates or interlocking gear the signals interlocked with the concerned level crossing cannot be taken OFF. Train movement shall be dealt with strictly according to the relevant provision contained in SR 3.68 to 3.70 and subsidiary rules there under. Advice to be sent to the concerned TECH/ES/JE/SE/SIG. to rectify the signal failure and if any damage to the gate a message also to be sent to the JE/SE/P.Way for rectification. Due to any defect if one or both the barriers cannot be closed across the road traffic, the gateman shall use the emergency gate chains with red disc to block the road traffic and secure them by means of padlock and RED (warning) light must be exhibited from the gatepost during night. Then the gateman shall inform the Station Master on duty for having chained and locked the level crossing against road traffic, and SM shall authorise train movements only after exchanging PN with the gateman for having chained and locked the LC without any obstruction to rail traffic. The failure will be advised to the concerned JE/SE/P.Way for early rectification. An emergency gate key is provided at the Gate Lodge inside the glass fronted box. The emergency gate key Y is provided at this Level Crossing gate, inside the glass fronted box interlocked with a counter. During the failure of RKT, the gateman shall inform the Station Master on duty about the requirement of Emergency gate key for opening the gate. On receipt of the request from the gateman the Station Master shall permit the use of emergency gate key with a PN to gateman. The gateman shall break open the seal duly noting counter reading and open the box to extract emergency key from the RKT. Use the emergency gate key from RKT to open the gate for road traffic, When the emergency key at the gate lodge is taken out the concerned signals become inoperative, these signals should not be taken off once the key is extracted. Then concerned signals shall be suspended and train services dealt strictly under the relevant provision contained in GR 3.68 to 3.70 and SR there under duly ensuring that the gates are closed and secured against the road traffic. During the period emergency key is out for use by the gateman and train service is dealt on written authority as per G.R. 3.69 to 3.70 the procedure of intimating the gateman with train particulars and exchange of private number for closure of gate shall continue. The gateman shall not communicate private number unless the level crossing gate is properly secured against road traffic. A counter interlocked with the emergency key will record the extraction of emergency key by registering next progressive number. The same should be recorded in the register maintained at the gate lodge. Before taking up the duty gateman should ensure and certify the correctness of the readings recorded and the counter reading. When the emergency key is used, the SM on duty shall make an entry in the register specially maintained for this purpose with the details like time and date of use, the No. of train for which it was used, etc. Immediately after the failure, the TECH/ES/JE/SE/Sig. shall be advised to restore the normal working. In case of failure of Magneto Telephone communication or if there is no response from the gateman, the Station Master on duty shall depute a competent Railway staff to the level crossing to ensure that the gates are closed and secured against road traffic and gate control `G1' is transmitted as detailed in Para A.1.6, before permitting any train movement on signals. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/shunting as per GR/SR 3.68 to 3.70. NOTE When a train movement for which the level crossing gates have been kept closed is cancelled due to any reason, the Station Master on duty shall immediately advise the same to the gateman on duty duly normalising the gate knob G1 to 'Normal'. INTERLOCKED TRAFFIC LEVEL CROSSING No. 36 AT KM. 63/700-800 (C CLASS) Number of the Level Crossing Gate36 (C class)DepartmentTrafficControlling OfficialSM/KIATLocation at KM.63/700-800Controlling StationKIATIn between StationsKIAT-YardBG/MG/NGBGSingle line/Double lineDouble line Normal PositionKept open closed for road traffic.Interlocked/Non interlockedInterlockedMeans of interlockingElectro mechanicalProvision of Gate Signal at KMsNILSignalling arrangementsInterlocked with Up & Down Advanced Starter / Home signals. Means of communicationNILWidth of the level crossing gate4.5mType of Road (NH/SH/Others)SHName of Road -.Metalled/Non metalledMetalled.Approach roadMetalled.Width of the road6.3 mtsAngle of Road crossing90o Road gradient (if any)(i) North/East side1 in 30(ii) South/West side1 in 30Road alignment (straight/curve)(i) North/East sideStraight(ii) South/West sideStraightProvision of height gaugesNot Provided. Type of barriersSwing Gates.Length of Check rails7.8 mts. Road surface in between L LB R.C.C Slab paving Length of Rumble strip/speed breakers20 mtrs. Road signsProvided.Speed breaker indication boardProvided.TVU with date - (Nov-2006)Census next due onNov-2009.Demarcation for placement of DetonatorsProvidedNo. of Gatemen working Centre duty points man.Nearest Railway Medical AssistanceYESVANTPURNearest private medical Assistance availableKYATSANDRAList of equipment available Yes/No.Yes This interlocked Traffic level crossing situated between the Up & Down Advanced Starter signals, is under the control of the Station Master / KIAT. This level crossing is normally kept closed and is provided with Swing Gates. Centre duty Pointsman is nominated to man open this LC gate round the clockwhen required, as per the Essentially Intermittent roster issued by DPO/SBC. Magneto telephone communication is provided between this level crossing and the KIAT station. The level crossing is interlocked with the Up & Down despatch / reception signals. Before taking off Up/Down Home signal or Up/Down despatch signal the Station Master on duty shall ensure that the gate is closed and locked against the road traffic and the white light CL indication is available on the panel. When the gate is to be opened to Road traffic the Station Master shall depute the centre duty points man to the gate and he shall turn the gate knob G2 to normal position. A white light indication, appears near the RKT, the centre duty points man on observing the white light indication shall extract key X and use it in the triple key adjunct to extract gate keys S1 & S2,. Then he should use it to open the LC for the road traffic. After the passage of Road traffic the gateman shall immediately close and lock the gates against the road traffic, extract gate keys S1 & S2, insert them in the triple key lock adjunct and turn, This action releases key X from the triple key lock adjunct. Gateman should extract this key and insert and turn it in the RKT provided at the gate lodge. The key gets electrically locked in that position and a white light indication appear below the legend `CL' of the panel at station indicating that the gates are closed and locked against road traffic, when the Station Master turns the `G2 knob to reverse position. Emergency key "X" secured in electrical instrument is kept at the Station House in a sealed glass fronted box for use in case the key "X" cannot be extracted from the RKT to open the gate. The centre duty on duty shall inform the SM on duty about the failure, extract the emergency key "X" and use it to open the level crossing gates. Since the key is interlocked with the Up & Down reception signal and Up & Down despatch signal, these signals cannot be taken Off, once the key is extracted. These signals shall be suspended and train services dealt strictly under the relevant provisions contained in GR 3.68 to 3.70 and subsidiary rules there under duly ensuring that the gates are closed and secured against road traffic. A counter interlocked with the emergency key will record the extraction of emergency key by registering next progressive number. The same should be recorded in the register maintained at the station house. Before taking up the duty SM should ensure and certify the correctness of the readings recorded and the counter reading. When the emergency `X' key is used, the Station Master on duty shall make an entry in the register specially maintained for this purpose with the details like the time and date of use, the number of the train for which it was used etc., Immediately after getting the information about the failure, the TECH.ES /JE/SE/Sig shall be advised to restore the normal working. In case of failure of Magneto Telephone communication , the Station Master on duty shall ensure that the gates are closed and secured against road traffic and gate control `G2' is transmitted as detailed in Para A.2.5, before permitting any train movement. During failure of communication and interlocking the competent railway servant deputed to the level crossing shall close and secure the gate against road traffic and then exchange All Ready signal with the SM on duty, who shall then arrange for reception/despatch/ shunting as per GR/SR 3.68 to 3.70. Key X in the RKT controlled by G2 knob should not be disturbed. A push switch is provided near RKT to be used during emergency to put back the signal to danger.. NOTE: - If due to any defect one or both the Swing Gates cannot be closed across the road traffic the points man shall use the emergency chains with RED disc to block the road traffic and secure them by means of padlocks and RED (warning) light must be exhibited from the gateposts during night. Then the points man shall inform the Station Master on duty for having chained and locked the level crossing against road traffic and the Station Master shall authorize train movement only after exchanging PN with the points man for having chained and locked the level crossings without any obstruction to rail traffic. The failure will be advised to concerned JE/SE/P. Way for early rectification. In case of obstruction at/near the level crossing the points man shall adhere to the instructions contained in GR. 16.07 and SRs there under. INTERLOCKED ENGINEERING LEVEL CROSSING No. 38 AT KM. 65/300-400 (B1 CLASS) Number of the Level Crossing Gate38 (B1 class)DepartmentEngineeringControlling OfficialSSE/P.WAY/ YPRLocation at KM.65/300-400Controlling StationKIATIn between StationsKIAT-TKBG/MG/NGBGSingle line/Double lineDouble line Normal PositionKept opened for road traffic.Interlocked/Non interlockedInterlockedMeans of interlockingElectro mechanicalProvision of Gate Signal at KMs SBC end. (i) Up direction @ km. 65/100-200 TK end. (ii) Down direction @ km.65/500-600Signalling arrangementsMACLMeans of communicationMagneto TelephoneWidth of the level crossing gate8mType of Road (NH/SH/Others)OthersName of Road -Metalled/Non metalledMetalled.Approach roadMetalled.Width of the road6.2 mtsAngle of Road crossing90o Road gradient (if any)(i) North/East side1 in 30(ii) South/West side1 in 30Road alignment (straight/curve)(i) North/East side Straight(ii) South/West side StraightProvision of height gaugesNot Provided. Type of barriersLifting barriers.Length of Check rails7.65 mts. Road surface in between L LB R.C.C Slab paving Length of Rumble strip/speed breakers20 mtrs. Road signsProvided.Speed breaker indication boardProvided.TVU with date 28060 (Nov-2006)Census next due on Nov-2009.Demarcation for placement of DetonatorsProvidedNo. of Gatemen working TwoNearest Railway Medical AssistanceYesvantpurNearest private medical Assistance availableKYATSANDRAList of equipment available Yes/No.YesThis is an interlocked B1 Class Engineering level crossing situated between KIAT and TK block stations provided with lifting barriers. It is normally kept opened for road traffic. This gate is manned round the clock by gatemen, one man each in 12 hours shift under essentially intermittent roster issued by DPO/SBC. This gate is under the control of SSE/P.Way/YPR. Magneto Telephone Communication is provided between this level crossing gate and KIAT station as detailed at the end of Appendix B. Before granting line clear for a Down train from TK or before despatching an Up train to TK the Station Master/KIAT shall call the attention of the gateman on phone and advise him, the particulars of train with its number, description, direction of movement and probable time of departure from TK/KIAT. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/KIAT that he is ready to close and lock the gate against the road traffic and take off the concerned gate signal in time The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. Immediately on receipt of out report for a Down train from TK or after the departure of an Up train from KIAT the Station Master/ KIAT shall advise the gateman who shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. In the case of failure of telephone communication between SM/ KIAT and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all stopping up trains entering the block section and also advise Station Master/TK for the issue of Caution Orders for all stopping down trains entering the block section. The Loco Pilots must observe the instructions contained in SR 16.03 (iii) (b) (2). The Station Master shall advise the TECH.ES/JE/SE/SIG of the section for immediate rectification. The failure of the gateman to attend the telephone call shall be advised to Sr. DEN /SBC. NOTE: Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). In case of failure of power supply at this LC the gateman shall immediately advice the on duty SM/ KIAT about the failure of power supply, SM/KIAT should ensure the issuing of caution orders to loco pilots & Guards of all train(s) entering this block section from either end, informing about blank signal. If any barrier fastening thereof the winch mechanism goes out of order the gatemen shall advise the Station Master on duty at KIAT, who shall immediately give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)}. Working instructions for this LC is issued separately by engineering department. When a train/shunt movement for which LC gates have been kept closed and is to be cancelled due to any reason, the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. The Private number shall be recorded in remarks column against the entry of that movement entry in the PN exchange registers both at the station and at the gate lodge. The responsibility of keeping the gates locked across the road traffic for the safe passage of the train without delay lies with the gateman. Approval of CRS/SBC vide G.R.3.07 (7) is available for treating: - Signal No. 2 / 3 D as Down Gate stop Signal of LC No. 38 at Km. 65/300-400 cum Down Distant signal of KIAT Signal No. 2 / 1 D as Up Advanced Starter signal of KIAT cum Up Gate Distant Signal of LC No. 38 at Km. 65/300-400. Signal No. 1 / 1 D as Up Gate signal of LC No. 38 at Km. 65/300-400 cum Up Gate Distant Signal of LC No. 39 at Km. 66/200-300. Signal No. 2 / 2 D as Down Distant signal of LC No. 38 at Km. 65/300-400 cum Down Gate Signal of LC No. 39 at Km. 66/200-300. ENGINEERING LEVEL CROSSING No. 39 AT Km. 66/200-300 Number of the Level Crossing Gate39 (B2 class)DepartmentEngineeringControlling OfficialSSE/P.WAY/ YPRLocation at KM.66/200-300Controlling StationKIATIn between StationsKIAT-TKBG/MG/NGBGSingle line/Double lineDouble line Normal PositionKept Open for road traffic.Interlocked/Non interlockedInterlockedMeans of interlockingElectro mechanicalN/AProvision of Gate Signal at KMsN/A SBC end. (i) Up direction @ km. 66/000-100 TK end. (ii) Down direction @ km.66/400-500Signalling arrangementsMACLSN / AMeans of communicationMagneto TelephoneWidth of the level crossing gate8mType of Road (NH/SH/Others)OthersName of Road -.Metalled/Non metalledMetalled.Approach roadMetalled.Width of the road5 mtsAngle of Road crossing90o Road gradient (if any)(i) North/East side1 in 30(ii) South/West side1 in 30Road alignment (straight/curve)(i) North/East side Straight(ii) South/West side StraightProvision of height gaugesNot Provided. Type of barriersLifting Barriers.Length of Check rails12.7 mts. Road surface in between L LB R.C.C Slab paving Length of Rumble strip/speed breakers20 mtrs. Road signsProvided.Speed breaker indication boardProvided.TVU with date 20612 (Nov-2006)Census next due on Nov-2009.Demarcation for placement of DetonatorsProvidedNo. of Gatemen working TwoNearest Railway Medical AssistanceYesvantpurNearest private medical Assistance availableKYATSANDRAList of equipment available Yes/No.Yes This is an interlocked B2 Class Engineering level crossing situated between KIAT-TK Block Section under the control of SSE/P.Way/YPR is provided with Lifting Barriers . It is normally kept open for road traffic. This gate is manned round the clock by two gatemen, one man each in 12 hours shift under essentially intermittent roster issued by DPO/SBC. Magneto telephone communication is provided between this LC and the Duty Station Master office/KIAT as detailed in Appendix B. Before granting line clear to TK for a Down train or before permitting (despatch of) an Up train to TK, the SM/KIAT shall call the attention of the gateman, on phone and advise him the particulars of the train, like train number, description, direction of movement and probable time of departure from TK or KIAT. The gateman shall acknowledge the advice by repeating the train number, description, direction etc., and assure on duty SM/KIAT that he is ready to close and lock the gate against the road traffic and take off the concerned gate signal in time The details of trains including the time of advice shall be recorded by the SM on duty and the gateman in the register maintained separately at the station and at the gate lodge for this purpose. Immediately on receipt of out report for a Down train from TK or after the departure of an Up train from KIAT the Station Master/ KIAT shall advise the gateman who shall close and secure the gates against the road traffic and take off the concerned gate signal, in time. In the case of failure of telephone communication between SM/ KIAT and the level crossing or when the gateman fails to respond to the telephone calls, the Station Master must adhere to SR 16.03 (iii) (b) (1), issue Caution Order to all stopping Up trains entering the block section and also advise Station Master/TK for the issue of Caution Orders for all stopping Down trains entering the block section. The Loco Pilots must observe the instructions contained in SR 16.03 (iii) (b) (2). The Station Master shall advise the TECH.ES/JE/SE/SIG of the section for immediate rectification. The failure of the gateman to attend the telephone call shall be advised to Sr. DEN /SBC. NOTE: Run through trains need not be stopped out of course for the purpose of issue of Caution Orders (SR. 16.03 (iii) (b) (2) (iii). In case of failure of power supply at this LC the gateman shall immediately advice the on duty SM/ KIAT about the failure of power supply, SM/KIAT should ensure the issuing of caution orders to Loco pilots & Guard of all train(s) entering this block section from either end, informing about blank signal. If any barrier fastening thereof the winch mechanism goes out of order the gatemen shall advise the Station Master on duty at KIAT, who shall immediately give the message to the concerned official to attend the failure and restore the same. {SR 16.06 (iii) (a) & (b)}. Working instructions for this LC is issued separately by engineering department. When a train/shunt movement for which LC gates have been kept closed and is to be cancelled due to any reason, the SM on duty shall advise the same to the gateman duly communicating a private number in confirmation of the cancellation of the movement. The Private number shall be recorded in remarks column against the entry for that movement entry in the PN exchange registers both at the station and at the gate lodge. The responsibility of keeping the gates locked across the road traffic for the safe passage of the train without delay lies with the gateman. Approval of CRS/SBC vide G.R.3.07 (7) is available for treating: - Signal No. 1 / 1 D as Up Gate signal of LC No. 38 at Km. 65/300-400 cum Up Gate Distant Signal of LC No. 39 at Km. 66/200-300. Signal No. 2 / 2 D as Down Distant signal of LC No. 38 at Km. 65/300-400 cum Down Gate Signal of LC No. 39 at Km. 66/200-300. NON-INTERLOCKED ENGINEERING LEVEL CROSSING No. 35 AT Km. 62/400-500 Number of the Level Crossing Gate35 (C class)DepartmentEngineeringControlling OfficialSSE/P.WAY/ YPRLocation at KM.62/400-500Controlling StationKIATIn between StationsKIAT-HHLBG/MG/NGBGSingle line/Double lineDouble line Normal PositionKept closed for road traffic.Interlocked/Non interlockedNon-InterlockedMeans of interlockingN/AProvision of Gate Signal at KMsN/A SBC end. (i) Up direction @ km. N/A TK end. (ii) Down direction @ km.N/ASignalling arrangementsN / AMeans of communicationMagneto TelephoneWidth of the level crossing gate7.65mType of Road (NH/SH/Others)OthersName of Road -.Metalled/Non metalledMetalled.Approach roadMetalled.Width of the road5 mtsAngle of Road crossing90o Road gradient (if any)(i) North/East side1 in 30(ii) South/West side1 in 30Road alignment (straight/curve)(i) North/East side Straight(ii) South/West side StraightProvision of height gaugesNot Provided. Type of barriersLifting Barriers.Length of Check rails7.65 mts. Road surface in between L LB R.C.C Slab paving Length of Rumble strip/speed breakers20 mtrs. Road signsProvided.Speed breaker indication boardProvided.TVU with date 19832 (Nov-2006)Census next due on Oct-2009.Demarcation for placement of DetonatorsProvidedNo. of Gatemen working TwoNearest Railway Medical AssistanceYesvantpurNearest private medical Assistance availableKyatsandraList of equipment available Yes/No.Yes This is a non-interlocked C Class Engineering level crossing situated between KIAT-HHL Block Section under the control of SSE/P.Way/YPR is provided with Lifting Barriers . The LC is normally kept closed and pad locked against road traffic and padlock keys are kept with gate man on duty. This level crossing is manned by two gate men round the clock, one gate man in each shift as per the Essentially Intermittent roster issued by DPO/SBC. Magneto telephone communication is provided between this LC and the Duty Station Master office/KIAT as detailed in Appendix B. Before granting line clear to HHL for an Up train or before obtaining line clear for a Down train to HHL, the SM/KIAT shall call the attention of the gateman, on phone and advise him the particulars of the train, like train number, description, direction of movement and probable time of departure from HHL or KIAT and communicate a private number to the gateman with time. The gate man shall acknowledge the advice by repeating the train number, ensure that the Lifting Barriers are in the normal position (kept closed and locked against road traffic) and communicate a private number with time as an assurance to that effect to the SM. The private number given by the Station Master, constitutes an assurance that he had informed the gate man about the train movement and the private number given by the gate man constitutes an assurance that the gates are in their normal position. The private number exchanged between the gate man and the Station Master shall be recorded in the private number exchange register with the time, date and train particulars specially maintained for this purpose at the gate lodge and at the Station Masters office. The gate man shall also record the actual time of passage of the train through his LC gate. Whenever it is required to open the level crossing gates for the passage of road traffic, the gate man on duty shall ascertain from SM on duty on phone regarding movement of train. The SM on duty, if there is no train to enter into the block section shall permit the gate man to open the LC gate for road traffic by giving a private number with time to the gate man. After getting the PN from SM on duty, before opening the LC for road traffic the gate man shall fix a banner flag during day or hand signal lamp with red light during night in the middle of track on either side of the gate, facing towards Up and Down direction and shall then open the gate for road traffic. Immediately after the passage of road traffic, he shall close and lock the gate against road traffic, remove the banner flag / red light and give his PN with time to the SM on duty. The PN given by SM constitutes an assurance that he had permitted the gateman to open the gate for road traffic. The PN given by the gateman constitutes an assurance that he had closed and secured the gate against road traffic. The PN so exchanged shall be recorded along with timings in concerned PN exchange register maintained both at the station and the gate lodge. Whenever there is a failure of Magneto Telephone communication between the level crossing and the station or when there is no response from the gate man and when a train is to be passed across the LC, the SM shall adhere to the instructions as detailed in SR 16.03 iii) (b) (i) and issue Caution order issued to all Down trains and also advise SM/HHL to issue Caution Order to all Up trains entering the block section. The Loco Pilot shall adhere to SR. 16.03 (iii) (b) (2) (i). The SM shall also advise the TECH.ES/JE/SE/Sig. of the section for the restoration of phone communication. NOTE:- i) When a train/shunt movement for which LC gates have been kept closed and private numbers have been exchanged with the gate man is to be cancelled due to any reason the SM on duty shall advise the same to the gate man on duty duly communicating a private number with time in-confirmation of the cancellation of the movement. The PN shall be recorded in the remarks columns against the train entry both at the station and at the gate lodge. ii) Any damage to the gate shall be reported to the SE/JE/ P. Way of the section for immediate attention and till its rectification emergency gate chains shall be used for the train movement APPENDIX `B' SYSTEM OF SIGNALLING & INTERLOCKING: This is a B Class Station provided with panel Interlocking system with, Standard II ( R ) I MACL signals. Signals are operated from the control panel. Up Home signal No. 1 at a distance of 180 metres in rear of BSLB and Up distant signal at a distance of 1000 metres from the Up Home signal are provided for the reception of Up train on Road-1. Down Home signal No. 3 at a distance of 180 metres in rear of BSLB and Down Distant signal at a distance of 1000 metres from the Down Home signal are provided for the reception of Down trains on Road-2. Down Advanced Starter is provided for the despatch of Down trains. Up Advanced Starter cum Up Distant signal of LC No. 38 is provided for the despatch of Up trains. Signal post telephone (SPT) is provided below Up and Down Home Signals for the reception of trains during failures. Goods warning board is provided at a distance of 1400 meters in rear of Up Home Signal. The Advanced Starter signals are the Last Stop Signals and these are interlocked with the respective section block instruments. A plate with letter P painted on it is provided on the Up Distant signal. The Distant signals work automatically in conjunction with concerned Home Signal / Gate Stop signals. All the signals are on left hand side. Board to read with legend Loco Pilots to pull up to signal No.:- 1 or 3 (as the case may be) if the same is at on is provided in rear of concerned Home signal. Up and Down shunt keys interlocked with concerned block instruments are provided in the Station House. The aspect of signals are repeated on the panel. Shunt keys with directions are provided duly interlocked with the block instrument pertaining to the block section and are provided in EKTs. When removed it will not permit to take off the concerned Advanced starter signal interlocked with that block instrument. TRACK CIRCUITS The entire portion of the running lines between Up and Down Home Signals are track circuited. Track circuits prevent the signal which protects the track circuited area, from being taken OFF, if the controlling track in advance of the signal is occupied by the train/vehicle or has failed. When occupied/failed indication for a track circuit is available, no attempt must be made to take off the signal protecting that route. Failure of track circuits will affect the signals reading over the track circuits. SM on duty shall ensure that the route is clear and free from obstruction before permitting such a movement or authorising the Loco Pilot to pass the signal at ON. Train movements over such a route should be permitted only in accordance with the relevant provisions contained in GRs 3.68 to 3.70 and subsidiary rules there under. The SM on duty shall ensure that no conflicting movements are permitted during failure of track circuits. The reliability of track circuit is considerably affected by the formation of rust or oxidisation on the table of the rails. Under such circumstances a Track clear indication may be displayed on the diagram for a track which is actually occupied. At least one movement a day must be made on the track circuited portion. If this has not been done, the line on which there was no movement for over 24 hours shall be deemed prone to rust formation and Rusty Rail caps placed on the relevant knobs on the panel. Vehicles should not be stabled on a track circuited line. When stabling is unavoidable and if the duration of stabling is gauged in advance to be more than 24 hours, the TECH.ES/JE/SE/Sig shall be promptly advised to disconnect the Electrical feed to the track circuits. After removing the stabled vehicles from the line, he shall be advised to reconnect the feed and to issue a certificate in writing that the track circuiting arrangement is safe for normal working. Until this certificate is obtained, Rusty Rail caps shall be placed on the relevant knobs and train movements on that line shall be permitted strictly according to the relevant provisions of GR 3.68 to 3.70 and subsidiary rules there under. If there was no movement or if there was stabling of vehicles for more than 24 hours (without the Electrical feed being disconnected/re-connected) on a line, the SM on duty shall not rely on the track indication for permitting a movement on to that line. He shall ensure the clearance of the track by physical verification. If the track indications (clear/occupied) are correctly displayed for subsequent movement also, track circuit can be taken to be working normally and the indications relied upon for subsequent moves. Otherwise the track circuit shall be treated as failed, the relevant signals suspended and train movement dealt with strictly according to the relevant provisions of GR.3.68 to 3.70 and subsidiary; rules there under. Rusty Rail caps shall be placed on the relevant signal knobs and the TECH.ES/JE/SE/Sig advised promptly for immediate rectification. While handing over charge, the SM on duty shall make an entry in the Station Diary marking the time at which the last movement was permitted over the track circuited line. NOTE: - Failure messages should be promptly be sent to the TECH.ES/JE/SE/Sig for rectification. The JE/SE of permanent way should also be advised for arranging to clear the table of rails. CONTROL PANEL:- The Control Panel provided under the control of duty Station Master for working signals of the Station, consists of a console which provides a clear picture of track circuited portions and their functions, aspects of signals etc. together with gate control knob, & signal knobs. The control panel is provided with built in lock, the key of which when not in use, shall be in the personal custody of the Station Master on duty. The panel can be locked with the knobs in any position to prevent unauthorised interference. Each track circuited portion is represented by a separate distinct colour on the control panel. All knobs shall be restored to the normal position immediately after completion of the purpose for which they were reversed and shall be ensured that they are normally in normal position unless required for any purpose. A power failure acknowledgement button coloured Red is provided at the bottom of the panel below the legend P.ACK. Track circuit indications are provided on the panel. All signal indications are repeated on the panel. White light indication with counters are provided on panel for Route cancellation. Voltmeter is provided over the panel with low & high level markings to indicate the power supply range. If any STOP Signal or Distant Signal at ON fails to display its most restrictive aspect, the indication for the signal on the control panel will flash and an audible alarm is sounded. In addition a Red light above the `No Signal Aspect Ack button is displayed and will continue to be lit till the fault is rectified. The audible alarm can be stopped by pressing the No Signal Aspect Ack button provided for this purpose on the control panel. But the flashing will continue until the defect is rectified. This flashing indication will be available only when the panel remains unlocked for making any operation. The duty stationmaster is responsible for keeping control panel neat and clean and shall report for replacement of illumination lamps when become necessary. The signal knobs for the reception and despatch signals are coloured red, Gate control Knob G are coloured green. They are provided on the panel near the respective indications on the panel. Concerned Knob number is marked near the knob. These knobs have two positions Normal and Reverse. All knobs should be restored to normal position immediately after the completion of the movement for which they were reversed and shall be ensured that they are normally in their normal position unless required for any safety purpose. CRANK HANDLE:- N / A SETTING OF ROUTE: - To set a route and to signal a train forward from one signal to the next, the duty Station Master, when everything is alright, including the relevant track circuit being clear, shall unlock the control panel and turn the relevant gate control & signal knobs as detailed in the table of movement, through an angle not greater than 90 in the direction of movement in the case of signals and as indicated on the panel in the case of gate control knobs. If the relevant line is clear (unoccupied) and no conflicting move is set up or taking place and concerned gates are closed with CL indication on the panel, a row of white lights get lit on the whole length of the route thus set up to the next relevant signal and the concerned signal gets taken off. As the train passes the signal, the signal goes back to ON position, and as the train enters the track circuited portion on the route, the white route lights progressively turn red and get extinguished as and when the tracks are cleared by the train provided the entrance knob has been turned to normal position. In case the signal knob continues to remain in the reverse position, the white route lights would reappear as the track gets cleared of the train. ROUTE CANCELLATION/TIME RELEASE: - Once a signal has been taken off for a movement, the SM on duty must on no account interfere with the concerned signal unless the route, which has been set, is to be cancelled. For cancelling the route signal SR. 3.36 (ii) must be adhered to. Normally after a signal has been taken off, the route shall not be cancelled. The route cannot be cancelled once a train passes the signal. If, however, it is necessary to cancel the route under SR. 3.36(ii) for any reason before the train passes the signal, the Station Master on duty must normalise the signal to "ON" aspect and the route will be cancelled automatically after a lapse of 120 seconds. For all the signals except Advanced Starter signal, the route will be held in the locked up position for 120 seconds after the signal has been normalised. For starter signals the route will be held :- (i) If the berthing track is occupied or (ii) Home signal is taken off ( in case of main line starter.). There is a Numerical counter with an indicator below the legend `Route Cancellation' provided on the panel. The appearance of the `white' light indicates the commencement of the route cancellation and disappearance of the white light indicates that the route is cancelled. The number on the Numerical counter will change to the next higher number. NOTE:- (1) Only one route cancellation is permitted for Up & Down signals separately. If for any reason more than one route cancellation is required in the same direction, it is possible only in succession and not simultaneously. The fact may be recorded clearly in the route cancellation register. 2. Route cancellation must be done in accordance with the instructions contained in SR. 3.36(ii). 3. Every route cancellation shall be entered in the route cancellation register with the number on the Numerical counter prior to the route cancellation and after the route cancellation with reasons for cancellation. Station Master should make an entry in the train signal register specifying the number displayed on the counter while handing over and taking over charge. The Station Master on duty should maintain the route cancellation register. An entry in detail with date & time of cancellation for train No/shunt move, reasons for route cancellation and counter reading should be made. BACK DOOR KEYS OF BLOCK INSTRUMENT Block instrument is provided with double lock and key arrangements. One key of this lock shall be in the custody of SM on duty and the other with the TECH.ES/JE/SE/Sig of the Section. Whenever it is required to open the block instrument, the TECH.ES/JE/SE/Sig shall requisite the key from the Station Master on duty, after making relevant entries with the signature in a separate register maintained for this purpose. On completion of the work, the block instrument shall be closed and locked and the SM's key shall be returned to the Station Master on duty. The SM on duty after being satisfied that the block instrument has been closed and locked with both the keys and is in good working order, shall take over the key and keep it under his personal custody. Necessary entries with signature of SM and the TECH.ES/JE/SE/Sig must be made in the register. The TECH.ES/JE/SE/Sig of the section is authorised to obtain the key from the SM on duty only when : (a) the block section is not occupied by a train and the instrument is in `Line closed' position during normal working of the block instrument OR (b) block working is to be restored after a failure irrespective of the position of the block instrument and occupation of the block section. The SM on duty should suspend the block instrument for train operation till such time the key is returned to him by the TECH.ES/JE/SE/Sig. CALLING ON SIGNALS (Ref GR 3.13): - N/A SIGNAL POST TELEPHONE (SR 3.69(X) ) Signal Post Telephone with paging and talk back system is provided in a cabinet on the up and Down Home signal post. They are connected to similar talk back phone provided in SMs office with in-built lock. When the concerned home signal has not been taken off, the Loco Pilot of the approaching trains shall draw close to the home signal and stop. If the Home signal is not taken OFF, then the Loco Pilot shall go to the signal post telephone and press the button of the telephone to call the Station Master (the button provided on the SPT). This will cause an audible sound and visual indication in the station masters office to draw the SMs attention. Station Master shall unlock the built in lock on the talk back phone and operate the switch of the telephone from Stand by to ON position and press the button to talk with the Loco Pilot. The Station Master shall inform the reason for delay and probable time at which the signal will be taken off. If it is due to signal failure /suspension, duty SM shall ensure the clearance of line & closure of LCs on the route and communicate the following message, which the Loco Pilot shall record in his rough journal and pass the signal at ON position duly observing necessary caution. The Station Master on duty shall record the message in the Train Signal Register below the entry for that train. To the Loco Pilot of train No. description .. Owing to the failure / suspension of *Up/Down home signal No.., You are hereby authorised to pass * UP/Down signal No. at ON and enter Road No. at restricted speed of 15 KMPH. Private number (i) ( in figure). (ii) (in words) * Strike out which are not applicable. NOTE:- Normally the switch of the Station Masters telephone should be in Stand BY position, then only the SM will be able to receive the audio sound visual indication when the Loco Pilot press a call button at the Home Signal. Only one side speech is possible at a time in this system. A switch is provided on SMS telephone, this should be pressed to speak to Loco Pilot. However, he should not press this switch when the Loco Pilot is speaking to him. FUNCTIONS / DESCRIPTION OF KNOBS ON THE PANEL: - Knob No.Description1. Up Home - to Road-1.2. Up Advanced Starter Road-1 Up Distant signal of LC No. 38.3. Down Home - to Road-2.4. Down Advanced Starter - Road-2.G1 Gate control Knob for LC No. 37 at 64/200-300.G2 Gate control Knob for LC No. 36 at 63/700-800. Note : - functions 1 to 4 for signals and G1, & G2 for gate control. TABLE OF MOVEMENTS Sl. NoDESCRIPTION OF MOVEMENTSTURN KNOBRECEPTION OF A DOWN TRAIN FROM TK ON:Road-2.G1, G2, 3DESPATCH OF A DOWN TRAIN TO HHL FROM:Road-2.G1, G2, 4RECEPTION OF AN UP TRAIN FROM HHL ON: -Road-1G1, G2, 1DESPATCH OF AN UP TRAIN TO TK FROM: -Road-1. G1, G2, 2PASS THROUGH OF A DOWN TRAIN ON:Road-2.G1, G2, 4, 3PASS THROUGH OF AN UP TRAIN ON:Road-1.G1, G2, 2, 1 SHUNT MOVEMENTS: - N / A TELECOMMUNICATION: - In addition to the block telephone attached to the block instruments, connecting the adjacent block stations the section control telephone, the following Magneto Telephone circuits are also provided at this Station for the use in train passing duties. CIRCUIT- LISTNUM NumberDefault :SMs Office0 (One ring)iiLC No. 35 at Km. 62/400-50000 (Two rings)CIRCUIT- LISTNUM NumberDefault :iSMs Office0 (One ring)iiLC No. 36 at Km. 63/700-800.00 ( Two ring)iiiLC No. 37 at Km. 64/200-300000 ( Three ring)CIRCUIT- LISTNUM NumberDefault :iSMs Office0 (One ring)iiLC No. 38 at Km. 65/300-400.00 ( Two ring)iiiLC No. 39 at Km. 66/200-300000 ( Three ring)CIRCUIT- LISTNUM NumberDefault :iSMs OfficeiiUp S.P.T below Home Signal No. 10 (One ring to call SM)CIRCUIT- LISTNUM NumberDefault :iSMs OfficeiiDown S.P.T below Home Signal No. 320 (One ring to call SM)B.13.1 The code rings noted against each should be utilised to call the attention of each other. B.13.2 Failure of telephone communication should be promptly reported to the TECH.ES/JE/SE/SIG. for early rectification. APPENDIX C - NIL - APPENDIX D DUTIES OF THE STAFF D.1.0 The Station Master in-charge shall be responsible for: Judicious management of the station staff apart from working as Station Master on duty as per the roster issued by DPO/SBC. Ensuring the availability of essential equipments. D.2.0 The Station Master on duty is the over all in-charge for train / shunting operations at the station during his duty hours. He shall ensure that proper co-operation is maintained by all staff under his control in the respective shift duty, personally operate the control panel, consult control regarding train movements and act according to his instructions, provide timings and other particulars pertaining to the train movements, maintain prescribed registers, caution orders etc., keep necessary isolation as required and adhere to all instructions relevant to him, as laid down in the SWR, GRS, BWM and other instructions issued from time to time through circulars. D.3.0 Pointsman / TRH / Trained SCP: He shall clean the points regularly, assist the Duty Station Master in issuing Caution Order/Memos in piloting train, in clamping the points during failure, and in keeping the stations essential equipments and the control panel clean and tidy. He shall invariably exchange All right signals for every passing train on off side and perform shunting operations/gate duties as per the instructions of the Station Master on duty and also carry out any other instructions issued to him by Station Master. D.4.0 Gateman: The gatemen at LC No. 37 shall adhere to the instructions issued to him by the duty SM and deal road traffic and train movements efficiently without dislocation. He shall also keep the flange ways clean and without any obstructions. The gate lamps should be lit up and burning brightly during night hours. He shall also watch train movements as per the extant rules and he should stand in front of the gate for every passage of the train watching the safe movement. The essential equipments supplied at the LC gates should be kept in good fettle and shall be ready to use in any emergency. D.5.0 The duties mentioned above are not exhaustive. All staff are required to adhere to the relevant duties assigned to them by General Rules, Block Working Manual and Accident Rules, and the instructions issued from time to time by the Divisional Officers/Supervisors with all promptitudes and prudence with a view to achieve better result in safe and efficient transportation. APPENDIX `E' ESSENTIAL EQUIPMENTS AT THE STATION Sl. No.Description of essential equipmentsMinimum Quantity at SMs OfficeMinimum Quantity at the Gate lodge of each LC (LC No. 36, & 37)1Hand Signal flags3 RED 3 GREEN2 RED 1 GREEN2Hand Signal lamps / Tri colour torch 223Detonators20104Safety Chains with padlocks2-5Clamps with Padlocks10--6Skids62-7Line Block Caps2-8Line Blocked Caps2-9Trolley lorry on Line Caps2-10Rusty Rail Caps42-11Caution in force boards2-12Station bell1-13Fire buckets with Sand2-14Fire buckets with Water2-15Padlocks with keys2-16Pouches for shunt keys2-17Wall Clock1118Tommy Bar-119Emergency Gate chains with padlocks-220Banner flags with poles-221Water Pot / bucket-122Equipment list-123Poles suitable for exhibiting hand signal flags/lamp-224Fusee-23 The SM shall ensure that the prescribed quantity of the above-mentioned essential equipments is made available at SMs office exclusively for train passing duties. APPENDIX `F Rules for working D class stations, Halts, IBH, IBS and Outlying sidings: - NIL APPENDIX `G Rules for working of trains in electrified sections: - - N / A (C.GAJENDRA) (J. CHANDRA SHEKARNEERAJ GUPTA) (N.RAMESH) DSTE/CN/SBC Sr. DSTE/SBC Sr.DOM/SBC     Correction Memo No.1 dated 10.01.09 to SWR No. B.34 dated 10.11.2008 applying to KIAT Replaced Page No.  PAGE 2 B.34/KIAT ( P. RAMANJANEYULU ) (J. CHANDRA SHEKAR ) ( P.RAJALINGAM BASU ) DSTE/CN/SBC DSTE/SBC DOM/SBC(C.GAJENDRA) (NEERAJ GUPTA) (N.RAMESH) DSTE/CN/SBC Sr.DSTE/SBC Sr.DOM/SBC Correction Memo No.2 dated 23.09.09 to SWR No. B.34 dated 10.11.2008 applying to KIAT Replaced Page No.  PAGE 10 B.34/KIAT ( P. RAMANJANEYULU ) (J. CHANDRA SHEKAR ) ( P.RAJALINGAM BASU ) DSTE/CN/SBC DSTE/SBC DOM/SBC (C.GAJENDRA) (NEERAJ GUPTA) (N.RAMESH) DSTE/CN/SBC Sr.DSTE/SBC Sr.DOM/SBC Correction Memo No.1 dated 22.12.08 to SWR No. B.34 dated 10.11.2008 applying to KIAT Replaced Page No. PAGE 35 B.34/KIAT ( P. RAMANJANEYULU ) (J. 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